Winding mechanism



March 11, 1.930. A. F. KLASING WINDING MECHANISM Original Filed Aug. 23, 1927 Az/az/sn/s IKL news,

A TTORNE Y.

Patented Mar. 11, 1930 UNITED STATES AUGUSTUS I. KLASING, OI CHIGAGQILLINOIB WINDING 11mm ISM Original application filed Augnlt 28 1927, Serial No. 214,916. Divided and this application fled September 1, 192a, Serial in. 303,535.

My invention relatesto railway car hand brakes andv has particular reference to winding means embodied in the same.

An important object of the invention is to provide means whereby a chain may be wound upon a drum in a manner whereby the wound chain will have the minimum diameter whereby the maximum leverage is obtainable.

The present application is a division of my co-pending application for railway car hand brakes, filed August 23, 1927, Serial No. 214,916.

In the accompanying drawings, forming I a part of this specification, and in which like I numerals are employed to designate like parts throughout the same:

Figure 1 is a side elevation of a winding deviceembodying my invention,

Figure 2 is a front face elevation 10f the same, I V

' Figure 3 isa' central vertical longitudinal section through the same,

Figures is a vertical section taken on line 4--4 of Figure 1, v Figure 5 is an enlargedfragmentary side elevation ofgthe winding drum, and,

Figure 6 is a partly diagrammatic section, extending longitudinall through the windingdrum, illustrating t e manner in which the chain is wound upon the same.

ribs, to prevent distortion of its shape, whensub'ected to undue strains.

lie housing 20 is provided in its top with a vertical sleeve-bea'nng 26, rotatably receiving a vertical shaft or stafi 27, extending above the same. Formed integral with the lower end of the shaft 27 is a bevel-pinion 28,

Renewed January 20, 1930.

operating within the housing 20. By formmg the bevelinion integral with the lower end of the she. t, its necessary pitch diameter is reduced, thereby requiring a co-acting gear wheel, to be described, of smaller diameter than ordinarily employed. However, the gear wheel of smaller diameter than ordinarily employed provides ample leverage for developing the required power. The combination of the bevel-pinion integral with the shaft, and the corresponding relative small diameter of the bevel gear wheel, renders it possible to construct a brake mechanism of small size and proportion and which is more suitably applicable for attachment to the ends of cars of 'difierent constructions, and furthermore, providing a brake mechanism of light weight. The upward displacement of the vertical shaft 27 is prevented by the bevel-pinion 28, while its downward displacement is prevented by a washer 29, sur-' roundin theshaft 27 and e rli gaging the top of the s eeve-bearing 26. provided with a groove formed by a pair of spacedupstanding lugs 30, receiving therein a cotter-pin 31, passing through an opening in the vertical shaft 27. The washer 29 rotates with the vertical shaft, thus preventing shearin its upper en ,the vertical shaft 27 is equip ed with the usual horizontal hand wheel not shown) to rot-ate the same. Other means may be employed to turn the vertical shaft, suc

as a lever, or the like. Arran ed within the housin 20 is a horizontal s aft 32, the inner en of which is journaled in a bearing 33, formed in the veraction of the cotter-pin. At

is washer is tical plate 21, and the outer end of which is journaled in a. bearing 34, formed in the outer side of the housing. The shaft 32' is held stationary by means of a cottcrin 35, passing throu h an opening 36 in t e outer end of the sha 32' and through openings in lugs 37, formed integral with the housing, as shown.

Rotatable upon the horizontal shaft 32 is a gear wheel 38, which may be of smaller diameter than ordinarily employed but will provide ample leverage for develqping the required power, which is rendere possible by having the bevel-pinion 28, formed integral with the vertical shaft since by having the bevel pinion 28 integral with the shaft it may be made in the minimum diameter and yet having the proper strength. This gear wheel is provided upon its outer side with an annular setof gear teeth 39, suitably angularly arranged, in mesh with the bevel-pinion 28 4 and the gear wheel is provided upon its pegear wheel, by construction, are numerous,

and positioned to reduce the leverage, or effort required for disengaging the pawl from the same, and also provide for the maximum holding adjustments of the gear wheel by the pawl. Formed integral with the gear wheel 38, and concentric therewith, is a tubular chain drum 41, rotatable upon the shaft 32. This chain drum is positioned upon the outer side of thegear wheel 38 and, therefore,

extends from the gear wheel 38 outwardly in a longitudinal direction away from the car body, the shaft 32 being, of course, horizon.-

tally arranged. This chain drum 41 is of constant diameter throughout its entire length, and is desi ned to produce a uniform power ratio or pu on the chain, to be described, during its operation, when a uniform power is exerted on the hand wheel. The

- chain drum41 is provided with a spiral chain guiding rib 42, integral therewith, and a spiral chain bearing or supporting rib 43, also integral therewith. The spiral rib 43 extends between the turns of the spiral rib 42, while the spiral rib 42 has amuch greater radial dimension, and extends radially beyond the rib 43. Both of these spiral ribs cause the chain being wound upon the chain drum 41 to progress away from the gear wheel 38 or the end of the car body, as the brakesare applied.

The numeral 44 designates a chain to be wound upon the chain drum 41, and means are provided to attach the chain to the inner end of the chain drum, adjacent to the inner ends of the spiral ribs or anes 42 and 43. This means includes a lug 4 5, Figure 5, integral with the chain drum 41 and gear wheel 38, and this lug has an outer face 46, inclined with respect to the axis of rotation of the chain drum. The first end link 47 of the chain is adapted to have its side laid in contact with the inclined face 46, Figure 3, and is pivoted to the lug 45 by means of a U-bolt 48, the arms of which extend into openingls 49 formed in the lug 45, one arm of the -bolt having an opening 50, formed therein, for the reception of a pin 51. The link 47 is pivotally held by the U-bolt 48, but upon the winding action it will lie flat upon the inclined face 46, which is adjacent to the inner end of the spiral rib 42 and equi-distantly spaced from the turns of the same, all in substantial alinem'ent with the bearing or supporting rib 43. As a result of this arrangement and angular connection, the alternate links of the chain project into the space between the convolutions of the guiding rib 42 and become angularly positioned to contact with the winding drum 41, while their intermediate portionsengage the bearing rib 43, Figure 6. The alternate links, are, there fore, turned upon their longitudinal axes and are inclined in opposite directions to bring their outer sides in contact with the periphery of the winding drum. This brings the center of the woundchain in the closest possible relation with the center of axis of rotation of the chain drum, thereby affording the maximum power or leverage. The arrangement and construction is also adapted to provide an equal bearing for all links of the chain, thereby lessening the possibility of distorting the shape of the links in the chain, when the same is being wound upon the chain drum. It might be tated at this point that when the chain is wound upon the chain drum that it is fed longitudinally and outwardly from the car body. I

The chain extends downwardly for connection with the lower unit or brake applying mechanism. 1

In view of the foregoing description, it is thought that the invention will be fully understood. 4

It is to be understood that the form of my invention, herewith shown and described, is to be taken as a preferred example of the same, and that various changes in the shape,

size and arrangement of parts, may be re-' sorted to without departing from the spirit of my invention, or the scopeof the subjoined claims.

Having thus described my invention, I

1. In a railway car brake, a support, a,

winding drum mounted thereon and said drum having a spiral supportlng rib and a spiral guiding rib extending radially beyond the supporting rib, a chain attached to the drum near one end of the ribs, said chain havin alternate links inclined in opposlte directions to contact with the periphery of brake, a support, a

supporting rib and a'spiral guiding rib exf tending radially beyond the supporting rib, a lug secured to the winding drum near one end thereof and having inclined face, a chain, means for connecting the end link of the chain with the lug so that such end link may lie fiat upon the inclined face, said chain having alternate links inclined in opposite directionsfrom the supporting rib to contact with the drum between said ribs, and means to rotate the drum.

3. In a railway car brake, a support, a windii'ig drum mounted thereon and having a uniform diameter throughout its efi'ective length, said drum having a spiral supporting rib and a spiral guiding rib extending.

radially beyond the supporting rib, a lug attached to the drum near one end thereof and having an inclined face, a chain, means conneetingthe chain with the lug so that the end link of the chain may lie fiat upon the inclined face, said chain having alternate links inclined in opposite directions from the supporting rib to contact with the drum between said ribs, a gear wheel rigidly connected with one end of the drum, and means to turn the gear Wheel.

In testimony. whereof I afiix my si ature.

' AUGUSTUS F. KLA ING. 

